Railway-traffic-controlling apparatus



Sept.' 13, 1927. 1,642,052

` H. A1 WALLACE RAILWAY TRAFFIC CONTROLLLNG APPARATUS- Filed April 27'. 1926 2 sheets-sheer; Engzemanmk Vall/e.' Open oAzmosp/zehe zhRQlease Redaction @Banning Pozz'on) 01 Running Position. Vall/e 4I P Closed in Sem/ce 105 6 S [02. ahaLap P05 59 '-zonsz 705 A a 101 A JZ041715 116 109 50 50 11s 58 i l 40g 106 150117 U5 46 A I y. 43 4- 6% 122 47 f 4 Z07- Q8 y a 5. 49 Y 84* O 114/ Feed Valve v '91 V L l I l 5' E i 51 5 Valve WIV@ g 64 55 D 1f!" 51 l A l 65 6I ,32 t K 66 51 x il? Amplia@ .5'7 '36 1'9"/18 Opemed 58 64 14 "by W/zel of Dum 2] I [3d 49 l l? .55 591 5555155? 20 E E 17g/ 60 Application l K la Q7 11,4 y Vall/h 44 I. l y m QI 6 2 91 84 a V l I? V 90 l 94 ,Q5 96 81 508.259 e y a e v 70 67a INVENTOR 8985 l 67 72 ,Z-

I* l 7a 74 graal-M J 36 92 93 8? 988476 79 99 AAW am, .n 6 l Repeagl/zlI/ 7 v JW7 A-p 13 H. A. WALLACE.

RAILWAY TRAFFIC CONTROLLING APPARATUS 2 sheets-sheet 2 INVNTOR I Filed April 27, 1926 25 A'illustrated 'in Fig'l. N

35 ietC.

Patented Sept. 13, 1927.

UNITED 'sursis PNR-ENT OFFICE..

nnninn'r A. WALLACE, or nnanwoon BoRoUei-r,PENNSYLVANIA, AssIGN'oR To THE 'UNION swIIcII a sIGNALco1vrrANYor swIssvALn, PENNSYLVANIA, A conroRA- TIoN kfor PENNSYLVANIA.

RAILVAY-'TRAFFIC-'CONTRLLING APPAREIL*US.v

y Application inea April a?, 192e.j serial No. 104,903.

received fromthe trackway. More particuelarly the present invention relates to the train Acarried portion :of lsuch apparatus.

v.The -lpresent case E1s a continuation in part f -Lof finyroo-pending application, Serial No. 25750, forrailway it-raflic controlling apparatas, tiled April 25., 1925, in so far as the snbject-.anatter Acommon to vthe two is concenned .l

. will describezone formY and arrangement .ofrailwa'y traflicrcontrolling apparatus embodying `my invention, vand will then point nut the 'novel features thereof in claims.

fn the'accompanyingdrawings, Fig. 1 is a y.View partly diagrammatic and partly in section, showing one form of train car-rietL governing :meanseinbodying my invention. Fig. is a diagrammatic viewshowing one form .of trackwa-y apparatus Ysuitable for co-ope'rationwiththe trai-n carried governing means Sinfiilar referencev characters refer to similar. parts in both views.

'Referring first to Fig. 2, `thereference' ,characters land 1n designate the track rails o-ffa stretch of railway track over which -traic normally moves in the direction indicated 4bythe .,arrow. f |These rtrack rails. ,are divided'. by Ineans of insulated joints 2,7into Aaplfurality of successive track sections ILL-B,

-lwitha sourcek oftrack circuit current, such as .a .tnack'battery 7i, y'connected across j the .rails adjacent the .exit end "of the section. Eachztrack section'is also provided with a 40 @track relay, designated by the reference character R with an exponent corresponding ftozzthe, location, kand connected across the rails adjacent the entrance end lofthe section. Means are also providedfor supplying the rails'ofea-ch section with .alternatingtrain Y current which .flows through the rails of .the section in series. The immediate ysource of train'icont'rolling current for `each track section 'isa track transformer controlling designatedbythefreference character T with Each tracksection-is provided each track transformer T is supplied with Valternating current over a front contact 11 `ofthe adJacent track relay R from line wires 10 and 10%. Line -wires 1() and 10a-are constantl-y supplied with alternating `current vfrom a suitable source such as an 'alternator M. y It will therefore be plain that each track f section isusupplied with alternating .tra-in controlling current when the section :next in advance .is unoccupied,"v but not :when such section in advance iszoccupied. 'K

. As shown in the drawing, the section to thefyright of point C is occupied'by a train `indicated diagrainmatically at -Vt ARelay RC is therefore .de-energized, interruptingA at front contact v11 thereof, the circuit for Vpri- Inary l9 of track transformer TC. Section B- C is therefore suppliedl with tr-.ack circuitcurrent vbut not with alternatingtrain controlling current.V Relay RB. is therefore energized andsection A-B is supplied with both track `ci-rcnitcurrent and train controll.Ling current. Siin1arly relay RA .is` energized andtrack circuit current 4and train controlling, current` are bothv supplied to Ythe frai'ls ofthe sectionto the left of poointA.

Y The rsection tothe yleft of rpoint vA is .ocic'upied fby a train V .provided with governing yineans: embodying my invention. Referring now also -to-.Fig. 1 theztrain carried governingInea-ns is controlled Yfrom the' trackway'through the medium of pick-up apparatuscomprising two magnetizable `cores 12 and 12a carried Von the :train Vin advance of the front axle 15 and llocated ininducti've relation. with the two track rails 1 and 1a .re-

spectively. .Core 12 is providediwith a 'winding 13 and core 12L is provided with' asimiylar winding 13?", the :two windings. 13 and v windingflS as will be explained linv detail hereinafter. p As 7the trlain' V proceeds stretch of track vshown in Fig. 2 valve D will ,bei energized until 4the' train Lenters section B-C, at which point the interruption .of

train controlling current will cause winding 1S ol valve D to become de-energized. The winding will remain in its cle-energized condition as the train proceeds through section VB--C and will also be (le-energized in the occupied section to the right of point C.

The train carried governing means eom prises the usual automatic brake application mechanism, and also comprises automatic means as well as manual means tor actuating this mechanism. The relerence character 3 designates the brake pipe which is normally supplied with fluid pressure, usually air. lrom a suitable source not. shown in the drawing, through pipe G, a reduction valve S, a supply pipe 6, a feed valve 4T, and an enginen'ians brake valve P. Pipe 3 controls apparatus which is arranged to apply the brakes when the pressure in this pipe is reduced. The enginemans brake valve l) comprises a valve body 38 contain ing a rotary valve 39 controlled by a manually ope able handle #11. The valve body 38 is provided with a cylinder 42 containing an equalizing valve 43. The valve body 38 also contains a port 101 which normally connects pipe 110 with brake pipe 3 but which blanks pipe 19 when the enginemans brake valve is in the service or lap position. Another pipe 91 is controlled by the rotary valve 30 to be vented to atmosphere through port 50 when the valve handle 41 is moved to the release or ruiming position, but to be blanhed tor other positions of the valve.

The reduction valve S comprises a cylinder divided into two chambers 102 and 103 by means ot a reciprocable piston 104. The piston 10st is provided with a restricted orilice 105 connecting chambers 102 and 103 and is constantly urged to the right-hand or normal position by a spring 10G. Air pressure is constantly supplied to chamber 102 through pipe G. Chamber 103 is at times connected with atmosphere through a pipe -1 as will be explained hereinafter. llhen pipe l is blanked, air pressure leaking through port 105 to chamber 103 from chamber 102 maintains equal pressures on the two .sides of piston 104. The combined torce exerted by the spring 106 and the pressure in chamber 103 then holds piston 101.` in its normal position. Then pipe f1 is connected with atmosphere however, the pressure in chamber 103 is reduced and piston 101 is moved, by pressure in chamber 102, into its left-hand or reverse position. Piston l-L controls a slide valve 115 which is arranged to cause a service application of the brakes when the piston moves to its reverse position as will be described in detail hereinafter.

Pipe l is controlled in part by valve D which in turn controlled by tra'liic conditions. as already described in connection with Fig. 2.

The valve D comprises a valve body 16 containing a piston 19 biasedto its upper position by a` spring 20. The piston 19 carries a stem li' terminating in an armature 1T". The winding 15% is arranged when energized to draw armature 17 downfardly, thereby moving piston against the bias exerted by spring 20 into a lower position in which pipe 21 is disconnected trom pipe 22. `When winding 18 is decnergized the piston 10 is allowed to return to its upper position and pipe 22 is then connected with pipe 21.

The relference character L designates, in general, a centrifuge comprising a rotating block 28"l operatively connected with a wheel of the train and arranged to rotate at a speed which varies in accordance with the speed oi' the train. rlwo weighted levers 31 are pivotally mounted to rotate with block 28a and to control the position ot' a shaitt 28. iin increase in the speed et the train causes leversnll to move outwardly due to centrifugal force, thereby urging sha'tt 28 to the lett against the bias ot a spring 20. The amount ot this motion depends upon the speed ot the-train and the shat't 28 therefore has one and only one longitudinal position -for a given train speed.

rlhe shat't 28 controls a pin valve E comprising a valve body 2-l which is provided with a chamber and a stem 27 normally biased to a closed position by a spring 26. lVhen the speed of the train exceeds a predetermined maximum, shaft 28 engages stein 2T and vents chamber 25 to atmosphere. Chamber 25 is constantly connected with pipe 21.

Pipe l is normally connected, through a cut-out valve H, as will be explained hereinafter, with pipe 22, and it therefore fol lows that when magnet 18 ot valve D is energized, pipe d is disconnected from pin alve E so that this pipe will be blanlred, no

matter what the speed o'l the train; but. when winding' 18 is de-energized. allowing *alve D to open, pipe l is connected with pipe 21 and chamber of valve E. If, under these conditions, the speed of' the train exceeds the predetermined maximum required for the opening of valve E, pipe el will be vented to atmosphere and valve S will be reversed.

The reference character K designates a relay valve comprising a valve body G7 containing a chamber (58 constantly connected with a vent pipe stel. Chamber (38 contains a flexible diairihragm (i9. A plunger 70, controlled by diaphragm 60, is normally urged to its upper position by a spring 71. rlhis plunger controls a valve 72 biased to its upper position by spring T3. When valve 72 is in its upper position pipe 74 is connected with atmoshere through port 67 andis disconnected from pipe 6,

ed into a left-hand chamber 86 and a yrighthand chamber 88 by a piston 87. Air pressure is constantly supplied to chamber 86 from pipe 6 and Vifi'ormally holds the piston 87 in its right-hand position against the bias of a spring 89. Pressure is at times supplied to chamber 88 and when this occurs the combined effect of this pressure and the in turn operates a valve 51.

force exerted by spring V89 moves piston 87 to its eXtreme lett-hand position. A slide valve 90, co-operating with certain portsin the wall of chamber 86, is operated by piston 87. A. p

Vrlhe cut-out valve H referred to above comprises a valve'body 82 provided with a cylinder which is divided intoy an upper chamber 34 and a lower chamber 85 byy a flexible diaphragm 38. A plunger 86 is operated by diaphragm 83 and this plunger A spring is arranged to urge valve 51 downwardly, permitting communication between Jpipe-4 andpipe 22. hen chamber' is supplied with air pressure, plunger 36 is moved upwardly, littingvalve 51 to disconnect pipe 4 from pipe 22.

The' differential valve G comprises a valve body 57 having a ycylinder which is divided into an upper chamber 58 and a. lower chamber 59 by a iiexible diaphragm 55. A plunger 56 is controlled by diaphragm 55 and this plunger in turn operates a valve 61. A. spring 64 constantly urges valve 61 downwardly. Chamber 58 beneath. diaphragm 59 is constantly connected with a reservoir 60 and pipe 49, which pipe is controlled, 'as already described, yby valve P. The chamber' :S8-is constantly connected with brake pipe 8. The operationoit valve G will be described hereinafter, but it should here be stated that when plunger 56 is in its lower position pipe 62 is 'connected with atmosphere through port 65 and a restricted f orifice 66, but that when the plunger lis moved to its upper position pipe 62 is' disconnected rom atmosphere and is connected with brake pipe 3 through flutes in the valve D is actuated by, alternating train controlling current received from the tracltway, and when the enginemans brake valve isin 'the running position. XUnder these condi-A tions valve S is`in its normal position and air flows from the pipe' 6, through valve S,

P,'pipe 110, port 109 in valve S, and pipe 108 to the equalizing reservoir 45 and thence to the cylinder 42 above the equal- .izing valve 43.y The lower side of equalizy .ing valve' 48 is constantly connected with brake pipe 'Equalizing valve 48 is therefore closed and so there is nopressure in pipe 44, this pipe being connected with atmosphere through a restricted ori-lice 98.r plunger of valve K is in its upper position and pipe 74 is connected to atmosphere through this valve. The reservoir 82 is connected with atmosphere through pipe 91 and port 50 of brake valve l?. Chamber beneath diaphragm 83 ot valve F isv connected with atmosphere through pipe 54, port92 of valve J, pipe 114, port 118 oi valve S, pipe 84, restricted orilice99, pipe 74, and orifice 67 a of valve l so that plunger ,86 of valve H is in its lower position and pipe 4 is connected with pipe 22. Valve .D being energized., pipe 22 is disconnected from pipe 21 and so the position of valve E'could have no eiiect upon the position of valve S even though valve l-l should connect pipeV 4 with pipe 22.' With the train aty rest, however, shaft 28 of centrifuge L occupies its right-hand position so that valve E is closed.

Chamber`58 above diaphragm 55 of valve G is connected dir ctly to brake pipe 8 as already statet. Chamber 59 beneath this diaphragm and reservoir 60 are now connected, by means of pipe 49 and port 101 of brake valve P, with brake pipe 3. The pressures on the upper and lower sides of diaphragm 55 are therefore equal and pluiiger 56 occupies itsflowerv position and spring 64 holds valve'61 in its lower position so thatpipe 62 is connected with. atmosphere through port 66' in valve Gr. Reservoir 96 and. chamber 8870i valve l are therefore subjected to atmospheric pressure through pipe 62, and piston87 of thisvalve is held in its right-hand position, against the bias ei;- erted by spring 89, by air pressure supplied to chamber 86 from supply pipe 6. ltfwill bev plain that with the apparatus in this condition the train is permitted to proceed without the posibility of an automatic application of the brakes.

Y I ywill now assume that magnet 18 of valve D becomes cle-energized, as bythe entrance of train V into section BHC. Piston 19 of valve D is lthen moved upwardly by lspring 20 toconnect pipe 21 with pipe,V 22.

The rest of the apparatus is iiiiailected.v Pipe 4 is now connected with valve E through valves: H and D, and it the speed of the train exceeds the predetermined speed limit at which centrifuge L will. open valve E, pipe 4 will be vented to atmosphere and reduction valve S will reverse tov cause an iio 'ill

automatic appliealiou of ihe brakes as will appear hereiina'ifler. lt should he pointed out thai'y should valve l) heeonie deener gized when lhe lrain is proceeding' ai speeds helen the speed .liniit imparted h y i'alre if), deenergixalion oi? faire l) will not eause an auioinalie appliealion olf ille lirahee.

li the engineman operalw4 iah e l lo rause a` nianual lu'al-:e applieaiion prior to the de eneigiai'ien of faire D an auiioniaiie appliealion of lhe halies'r due io opening oil valve .l \\ill he prerenieil auy l will now ex plain. When iauille Il oi "faire ll' is nioved lo l'he servire, er hralie applying posii'ion, h 'alie pipe is ilisrouueeleil iruiu pipe (i and pipe lll() is lilaniied. fil' ihe saine tiuie eqn-ah izing; reservoir ifi and elianioer l2 ahore Valvev Al5 are eonneeleil u'iih atmosphere through the usual resiirieied preliin'iinarb7 port 5U thai ille pressure iu reservoir is `graduali)l reilufeil ir* a suii'alile aiiioiini,.si1.eh as twenty pounds. rlhe engineman lheu mores l'he `liralie rali'e l lo lhe lap posilion to close all lhe porre o l ral're il. Brake pipe pressure. applied le the underside ol valve elli, nieves this faire upu'arilljrv agliiinsl' ille 'force exerted or ihe reilueeil pressure in chamber i12 above lhe valve. llrale pipe 3 is lliere'ii'ire Vented lo aiiuosilihere ihrough rent pipe il and orii'iee Uta which is suiiieienil)- reslrieleil lo ereaie a haeli pressure in veul pipe fiile. lVhen lhe ijiressure in hrz lie pipe i is redureil lio a Vvalue slightly heroe* the, pressure existing' in reservoir 153, 'alve l5 Closes, and diseonneels pipe 2:5 ireni rent pipe l-i. This rerlueiion in ihe pressure in brake pipe I5 oi eouree applieia lhe liralces. The liaelr pressure ereaied in pipe itl is Sup plied io elianiher li-'i oil" relayv 'aire l and mores plunger T0 and valve TQ' ilc'iivnwardly io disconnect pi pe -l; ifi-oni aiuiosphere and ("o eonneei this pipe willi pipe G. Pressure is lzherelore supplied l'hroue'h pipe Tri. Cheek falre TT, pipe 8l. port M3 in valve il.. pipe l'l-i, port` in valve il, and pipe 5i, lo chainher 55 under iliaph 'alpin m e o'i eur-out faire H. This pressure mores plunger 3G up wardly and diseouneis pipe -l from pipe lith aire ifi eosed il'` is uiaiilfesi ithai' deeuergrixai'iou eti valve l) lwhen valre E is open can have no e'l'eel` uppn ihe redueiion valve S eonirolleil by pipe .l-. lli should he here ioiuled onli however, i'hai'- if faire S has lieen reversed lo raus-e an auioniaiie h'ake, appli faiiou, pipe 8l will he diseonneeted Jfrom pipe ill-l` and "ralf-:e li annol operaie as iusli dese 'ibid '.ihe eiiein man must l'herelore eouuneuee ihe manual liri he appli- :aiion prior io lhe reiersal o lE 'faire fifi lo prerenl; an aulonial'ie applirai'ion.

eiuaiiou of relay Valve if., ahlo supplies air pressure 'Frein pipe ihreueh raire lil'. pipe 741, eheel; valve 77, cheek valve TS). aud reslriel'ed oriliee H23 lo reservoir S2, and this reservoir is therefore charged with air pressure lo a degree which substantially pro poriioual io lhe lene''h oil iinie (flaring whiieh eipializinpl raire i-9 is open. il, should he poinied out ilialr the redueliion in brake pipe pre.--:.-;ure eauseal or the openiugii oi' equalizinp; valve Al-Zf is areonilpilislieil hy reulzine the liz-alie pipe io aliuospliere lhrouirh ai .le sirieled oriiiee. it VFollows liai; ihe length of linie required io iuali'e z pgii'en reilueliion in ilie hrake pipe oli a train will he eon'ipara i'ireli' slaori ior shori: irains and will he eoniparaiirel)Y loup' 'lor loup; i'rains lieeause o'lf ihr ereali iliii'ereuee in the i'oiunies` off air eouaineil in lhe hrake piper-i` in lrains ol dill'ereui ieugihs.

The nioreuieri oi valve i.) lio ihe hralie appiping' posil'ion also diseonneeis pipe 49 lroni lualfe pipe l and the pressure existing' in ie hralre pipe lielfore manual reduction is merel'ore lrappezl in pipe elfi. reservoir (30 anl eliainlier i9 under diaphragm 55 ol" iipe, Whieh is eouslantly connected With Iliainher iii-i above lhis diaphragm, is reilueeil h v a iirer'lelern'iined amount, euch as lin'eniy pounds. the pressure exerted on the underside oi lhe dialwihrag'lu mores che diaphraejiu upwarillj against che lorre exerted by he reilueed brake pipe pressure. This motion ol' diaplirag'ui 55 'aises plunger 5G and valve (Si so that pipe 32 is lihen disconneel'eil Al'roni ilie alniospheri and is eonneeied willi lihe hralze pipe Pi. iii-alie pipe pressi-*sure is therefore supplied l'hroup'h pipe (52, port J3 of repeaier valve il, pipe Dsl and i'eslriel'ed oriliee 95 lio ehainlier Se. ihie pressure `is also supplied i'o lhe small reservoir Q6. Beeause of i'he resiriei'ed ori'liee 95 the pressure in reservoir 9G increases 'liasier than in Chaniber i928. agiter a hrief Jcime inter Yal. during which reservoir 9G heeonies charged to a higher pressure iilian that existing' in ehaniher S8, ihe pressure exerted in ehauiliel' SS, eoinhines will] ihe :loree exerted hy spring 89. io nieve i'he pisi'on Si' ifo 'the left againstl iihe pressure exerled in ehanilier S6 hy pressure iiurnished thereto h r sin'iply pipe 6. is soon as Jrhis motion is eounneneed the piston Si" moves slide. faire Si() lio ih? left. dieeonneoliing pipe Qelliroin pipe huiv ilie movenieni. is eonulileiefl by i'he siored higher pres sure in reservoir 9G and in iifi linal position faire 90 eonueels pipe 9i with pipe 9].. lul' pipe ill eios'eil al1 lhe eneineinans liralie ralre l), and the infessure to which reservoir S2 has heen, previously charged is elugpiied io ehanilier 35% and serves lio hold pislon S7 in its: lel-hand position. rlhe, shifting' of slide aire 9() olfV repealer Valve also iliseonne'i'e pipe :il :from pipe 111.4 and iionneeis pipe 5i u'i'h pipe Sllfiahroue'h pori'.v Q2. The pressure in reservoir 82 is also supplied lo ehainher Si?) of euiout valve li and ihere'iire holds ijiluneer 5G oli this mire in ils upper position izo disconnect pipe i \al\,e (i. when the pressure in the brake though pipe 74; is opened to atmosphere,

pressure in reservoir 82 is prevented from leakingfoii through this pipe by the check valve 7 9.- The movement of the'enginemans brake valveto the lap position has no effect on. the remaining. apparatus and valves G Yand lH continue to 'be held in their upper positions and the slide valve 90 of repeater valve J is held in'its 'left-hand position Vby,

piston 87. As long as valve-H is closed so.that pipe 4 is disconnected from pipe 22, themagnet yvalveD and the pin valve E can have no eiiect upon the valve S.

If the enginemanlwishes to releasethe brakes he moves valve P to the 'release position, thereby connecting the brake pipe with ii-pe 6a through port 48 and recharging the brake pipe. This operation of valve P, l'ioiveuer, opens 4'pipe 91 to atmosphere through port. AThe pressure in reservoir S2, which is novv holding valvev J in its lefthand position Vandis holding valve H closedis gradually dissipated to atmosphere through restricted orifice 97. VAfter thls pressure #is lsul'li-ciently reducedv valve H opens, connecting pipe 4 with pipe 22. ItV ivill be seent'hat the length of timey required for valve H Ytofopen after the brake valve P is. moved to the release position is .proportional to the pressure to Wh-ich the reservoir S2 was charged during the last preceding 'brake application and'that this length. of

' timeis` thereforey proportional .roughly 4to the length of the train.' Wheninitial'brake pipepressure is vvrestored, valveG returns to its original position.

- .-,Dueto the restricted port 95 and to the volume of air contained in reservoir 96, pist0n 870i? valveiJ is held in its left-hand position for a time interval= after valve H is restored,- but When the pressure 1n this reservoir has .beenvhnally dissipated ythe pressure inchamber 86 returns'piston 87 to the right-hand.A position` restores the app paratlls to itsinitial condition.A

energization of valve D resultinglfrom the entrance of the .traininto' section B-eC, the

engineman has initiated a' manual applica,`

theapparatus Twill permit the engineman to yinitate.amanual release of the brakes be-V fore the Atrain vis brought below thisV speed softhat by the time thebrakepipe 1s. ac-

j tua-lly; reffcharged lto ka, sufficient pressure ton release the brakes, thetrain-Will `be below vthe speed limit. A-At this speed anY auto.-

lnatic application of the brakesvvillnot be incurred as the result of opening of valve D after valve H returns to its normal condition as the result of the reduction of pres, surev in reservoir 82 throughY restricted port 97. The ladvantage of this time element duringv which the release of the brakes. may be initiated, prior to the time at which the train speed is brought belowrthe speed limit, is due to the length of time required for the brake pipe pressure to be restoredto the value required to release the brakes from the reduced value .resultingk from a brake application.V Thetime intervalrequired to release the brakes after the manual reduc-.- tion varies with the length of the train for the same reasons as those pointed out in eX plaining the variable time interval required or a reductionI in brake pipe pressure; With apparatus embodying my invention it Will be plain that the engineman may ini-- tiate the release of the brakes, prior to an Aactual reduction in train speed belovvth'e limit. imposed by centrifuge L, by a time which will enable the train speed .to be brought Within that speed limit by a brake ap lication sutliciently heavy to actuatethe di erential valve G. Y l Y If the brake pipe reduction made 4by the Y engineman is of less than' the. amount neces-` sary to actuate valve G, valve K Will be operated, as before, to close valve H, but valve'J Will'not be operated. When the enginern'ans brake valve P is moved to the lap position, therefore, valve K supplies pres.- sure to chamber 35Y of 'valve H as `long las the brake pipe discharges through valve 43, butj- When this discharge ceases valve K moves upvvardlyaud the pressure in `charn-l ber 35 slowly leaks oil' through pipe54, port .92 of valve J, pipe 114, port 113 of valve S,

pipe 84, restrictedoritice 99, ypipe 74, and port 67-a lof valve'K, to atmosphere. ',After a brief interval of time, therefore, valve H returns to itsnormal osition, connecting pipe 4'With pipe 22.A I) now, valves D and are open, an automatic brake application will result;k It Will therefore be seen thata manual applicationof 4the brakes will not suppress an'fautomatic `application unless the-manual application is of suchamount as to cause valve Gto'operate. f f

I Will now .describe in detail how an automatioapplication of the brakes is accom'F plishcd by the reversal of reduction valve-S.,` I wvill assume thatall thev partsv are in the positions 'shown `in the dravvingj Under these conditions. a ,reduction limiting reservoir 107 is Yconnectedi ...with atmospherethrough ports V.1l-Gand 117 of! valve 55.7.3311' the chamber 42 above the equalizingi valve 43 isconnected with reservoir -45and .'Withlair i pressure throughpipe 10.8, port in valve S, pipe 110, port l0() in valve P, port #t8 in valve P, teed valve t'T, pipe (in, port 118 in valve S, and chamber 10Q of valve S to pipe Chamber 4t2 is also connected with the brake pipe 3 through the saine path as the one just traced to and includingl port 100, and from the latter port through the port in valve S leading to the brake pipe. The equalizinpT valve et is closed. I will now assume that valve D opens and that the speed of the train is such that, valve E is also open. Pipe l is theretore connected with atmosphere and valve Si reversed as explained hereinbetore, Reservoir 10T is therefore disconnected 'from atmosphere, and reservoir l5 is disconnected trom pipe llt) and the two reservoirs 10T and lo are connected together. The pressure in reservoir t5, and hence in chamber -i-EB above the equalizinn valve is therefore reduced by an amount which depends upon the relative volumes et the reservoirs. The parts are so proportioned that the resulting` pressure decrease on reservoir #L5 is enough to fire a service application oit the brakes, as `tor example, a reduction of 2t) pounds per square inch, This reduction in pressure in reservoir at is, ot course, communicated to the chamber l2 above the euualiacinfr valve, which there lore rises, and. connects the brake pipe 3 to atmosphere through rent pipe llll and orilice 98. This connection reduces the pressure in pipe 3, and the pipe can not he recharged through the enginemans brake valve because )ipe o is new blanlied at valve 9. The brake pipe pressure theret'ore drops and the brakes are applied.

The hack pressure created in vent pipe y.t-'lA by the discharge of pipe 3 through the restricted oriiice 9S operates valve li so that air tloirs trom pipe G into pipe Trl. l3nt this pressure cannot. ,eet into pipe lll because port 113 ot' valve S is now closed. The pres-- sure does build up in reservoir 82. however; through valves Ti' and T9 and restricted oritice S3. But it the engineman docs not nieve his Valve l? to the lap position this pressure is dissipated to atmosphere through pipe 91 and the enginemans brake valve.

Assuming then that the engineman does move his brake Valve l? to the lap position as soon as the automatic application commences, the pressure supplied to reservoir while the brake pipe is discharging` through pipe lil trapped in reservoir 82 and pipe 91. The moving ot valve l? to the lap position blanks pipe 49, tra pinne' in thisI pipe, and in reservoir (i0, the initial tir-alie pipe infessure. lVhen the pressure in pipe 3 has been reduced by a sutlicient amount to operate valve Gr, pipe G2 is disconnected roin atmosphere and connected with the brake pipe 3 as explained in connection with the operation of the apparatus under a manual application. Pressure thus supplied to pipe G2 retenes .flows through port. 93 ot valve J, to pipe 94. This pressure charges the small volume reservoir 96 and gradually builds up in chamber 8S. ritter a time interval suitieient to 'fully charge the small volume reservoir 96, valve J reverses, and pressure trom reservoir 82 is supplied to pipe 9i through port 93, thus serving to maintain valve .l in its reversed position. it the same time pressure trom reservoir S2 ilows through port 92, to pipe al and operates valve lil to blank pipe Il.

,llt should be noticed that the reservoir 82 was charged through. the orifice 83 as longl as the bralte pipe was discharging. It tollou's that the pressure in this reservoir deponds upon the length oit' time necessary to malte a predetermined brake pipe reduction.

titer valve H closes, the pressure in chamber l0?) ot valve S starts to build up, and :ritter a short time interval the valve returns to its normal position, thereby reconnecting;l pipe G with the source et Iiuid tn -essure and permitting1 the engineman to riz-charge the hralie pipe. As soon as valve l is moved to the release position however, to charge the brake pipe, pipe 91 is connected to atmosphere, and the pressure in reservoir Si gradually dissipated through the orilice 5)?. lil/Then the pressure in the reservoir h2 is reduced below the value neoesseri* to hold valve H closed, this valve opens, and unless the brahe application resultiuril 'l'roni the reveri-fal o'l vali'e Si has reduced the speed ot the train below the value at which valve E will close, the opening` oi valve ll will again vent pipe t to atniosilihere and re-apply the brakes. Tt however, when valve ll opens, valve E closed, the pipe at is blanlted and no application o't' the brakes results.

lllhen the pressure .in chamber S8 is reduced below the value necessaryY to hold valve l in the reverse position, this valve returns to its normal position, and the return ot ralre (zt to its normal position. resulting 'from the reestablishing ot brake pipe pressure in pipe 8, returns the apparatas to its normal condition.

lt lollows that when the brakes have been applied, either manually or automatically, the engineman may, by suitable manipulation ot the brake valve P, initiate a release oit the brakes prior to the actual reduction in train speed below the speed at Which valve E opens by a time interi-'al which is proportional to the length oit time required to malte the reduction in brake pipe pressure.

i'tlthougrh l have herein shown and described onlyv one torni ot' train carried governingmeans embodyingY my invention, and onlyT one torni o'l train carried apparatus suitable Ator co-operation therewith, it is understood that various changes and modifications may be made therein Within the scope of the appended claims Without departing from the spirit and scope of my invention.

I-laving thus described What-l claim is: Y

I Railivay trafiic controlling apparatus comprising automatic apparatus on a train for applying the brakes, means effective when the brakes are being applied manually torender said automatic apparatus ineffective, and means effectivel ivlien the brakes arey being released to render said automatic apparatus ineffective for' a time interval.

2. Railway traffic controlling apparatus comprising a brake pipe normally supplied with an initial fluid pressure and arranged to apply thebrakes when such pressure is reduced, automatic means for applying the brakes, manually operable means for are# my invention,

-ducing the pressure in said brake pipe and arranged to render said automatic appa-v ratus ineffective, means for restoring pressure to 4said brake pipe and means effective to render such automatic apparatusineifective for a time interval the vduration ofVK 'which depends upon the time required to reduce the pressure in the brakeV pipe by a predetermined amount as a result of opera* tion of said manually operable means.

3. Railway, trafiic'controlling apparatus comprising means on a train for causing an automatic brake,` application, manually op.-

'erable brake applying "means effective when voperated to render the automatic meansin-` effective lto apply the brakes, and means `for initiating a release of the ybrakes and effective fora time interval to render the automatic 'means ineffective to apply the brakes.

4. Railway 'traffic controlling apparatus comprising a brake pipe normally supplied time said brake pipe pressure is being re-` duced, Vmeans for restoring pressure to saidY brake' pipe, and means operating While the pressure is being restored in said brake pipe y and effective for al time interval the yduration of which depends upon the degree toV which said reservoir is charged to render said automatic apparatus ineffective to apply. the brakes. t

5. Railway traffic controlling apparatus comprising a brake pipenormally supplied lwith fluid pressure and arranged to applyk the brakes When such pressure is reduced, a

ymanually controlled brake valve and an equalizing valve for regulatingthe pressure in said brake pipe, a relay valve controlled 'by said equalizing valve, a pin valve for duced, manually operable means for vent1 causing an automatic application ofthe brakes if the speed of the train is above a predetermined value,l a differential valve Vcontrolled by the pressure in the brake pipe,

a repeater valve controlled by said differential valve aiid'said relayvalve, 'and a cut-out valve controlled by said repeater valve and by said relay valve for at times rendering said pin valve ineffective to ap.-

ply the brakes.

6. Railway trafficcontrolling apparatus comprising a brake pipe normally supplied Witli fiuid'pressure and arranged to apply the brakes when thek pressure in said pipe `rendering suc-h automatic means ineffective to apply the brakes.

t comprising a brake pipe normallysupplied `with initial fluid pressureand arranged to apply the brakes-When vsuch pressure is re 2:) said pipe toatmospliere through a fixed orilice so'that the pressure in said pipe is rclduced by a'giveii amount in a time. which varies in accordancewith the lengtliof' the train, automatic means for times applying the brakes, means controlled by said Vmanually operable means for rendering said automatic Vmeans vineiiective to apply the brakes and manualli oaerable means for restoring pressure to said brake pipo Vand Railway traffic controlling apparatus r1 on effective to vrender said automatic means ineffective to apply the brakes fora time interval the duration of whichdepends upon the length of timetlie brake pipe was last connected `to atmosphere.

8. Railway traffic controlling apparatus comprising a brake pipe on a train normally supplied with fluid pressure and arranged to apply the brakes when such pressure is reduced, a manuallyoperable 'brake valve, an equalizing valve controlled by said brake valve` for at timeslconnecting said brake pipe with atmosphere, a reservoir, a relay valve effective when said equalizing valve is open to charge said reservoir to a pressure which varies With the time suoli equalizing valve is f open, automatic means for applying the brakes, means controlled by the brake valve for restoring pressurev to said brake pipe and means operating when 'suoli pressure is be ing Vrestored and effective for a time interval the Vduration of Which depends upon the pressure to which said reservoir was charged comprising autoi'natic means on aV t-rain for causing a brake application, manual nieanisl for causing; a brake application, and iiieailie` ell'ective alter a nianual or an auionialic application l'or initiatingl a releasec the brakes and operating' to render s aid auloniatic appaintiie` inetl'ectire l'or aiune interral the duration oit which dependa upon the tiine necessary to iiialzy a bralie application ot' predetermined severity.

10. Railway trailic controlling apparatuat coniliirising automatic nieaiiaon a l'raiii'lioicausing` a` brake application it the Speed ci; the train ie aboie a predetermined valut; manual nieane l'or faueiiie' a brake application, and nier-ine: eliectire alter a nianual or an automatic application oi' the bi" lor initiatii'ig` a release ol the braltee beloi the speed ot'the. t ain reduced by euch application below ,said predeteriiiined value and operating to render such auton'iai'ic ineaneI inelleetire.

1l. Railway traliic controlling,` api'iaraiuay on a train comprising1 a brake pipe nei-inail charged with Vlluid pressure and iiieaiie :ier appliing` the bralx'ee` il' the preselure iii saidv pipe is reduced, nianual iiieana lorrount-cting said b 'ake pipe with a rent f1 ipe couiniunicatinp' willi atmosphere througi'i a restricted orilieer auloniatic ii'ieane lor counectinp; said b 'alte pipe with said rent pipen ineaneitor recharpinpl ihe brake pipeI and nieans reepoiusire to preme-ure in said. rent pipe and operating` when the bib-alie pipe is beine` recharged to prevent operation oi ad autoinzitic apparatus lor a del'iiute tune interval.

l2. Railway trailic controlling apparatu on a train coinprieinfoil a bralie pipe iiornialbyv charged with vlluid preeeure and ii lan` for applying the brakes it the preeeure in said pipe reduced, niaiiual nieane` lorrennecting said brake pipe with a rent pipe coinnfiuniiatinpf with atmosphere through a restricted orilice, automatic ineane iter at tinies connecting` said b alie pipe with said Vent pipe, nicane` to recharging the brake pipe, and' nieans` reeponsive to pressure in said vent pipe and operating when the brake pipe beine; recharged to prevent operation of said autonuitie appa ratue lior a tiine interval.

13. llailwayv trallie eontrollinpr apparatusl coniprieing;l aiiitoniai'iic nieane 'lor causing a brake. application il' the Speed o'l the train is above a p redeterniined i'aluo, and means for initiatiiip` a rel `ase oi' the brakes before the speed. olf the train is actually reduced below said value and operating to render sa id a ato niatic nieanss inelieetive Alor a tinie interval the duration oit which dependa upon the linie durinp which said automatic nieans was operating.

'l-l. Railway irallic, f aenlrollinej apparatus comprising a brake pipe noiiiially charged with lluid pressure and ni 2ans; :lor applying lthe brakeei il: auch pressure is reduced, autoiiiatic lucana tor connectiup,l said brake pipe with atmosphere, and iiieanel under the conirol ol the engineman tor rechargingl eaid hrahe, pipe and operating' Vlo render such aiiioiuatic ineane` inell'ectire for a tiine interval the duration ot which depends upon ihe length oit lziiue said brake pipe was eonheeled with atmosphere.

if. Railwayv tiallic controlliiie' aliipi'iratus eoiiiprisiiipl a linke pipe nornially charged with lluid ln'eseuife and ineana lor applying the brake@l il' euch preeaure reduced, aulouiatic iiieana including; a pipe el ttor connectine' the brake pipe with atmosphere when pipe fi: is vented to atmosphere, nieaneI for at riiiies vcnl'iing;l pipe il to atnioephere, and nieans under the control of the engineman lor recharging the brake pipe, such lastnienlioned nieaiie operating to blank pipe allfor a time interval. i

,in testimony whereof ll allix niy signature. 

